CN114842646B - Smart train linkage control method and system based on green wave signals - Google Patents

Smart train linkage control method and system based on green wave signals Download PDF

Info

Publication number
CN114842646B
CN114842646B CN202210472427.6A CN202210472427A CN114842646B CN 114842646 B CN114842646 B CN 114842646B CN 202210472427 A CN202210472427 A CN 202210472427A CN 114842646 B CN114842646 B CN 114842646B
Authority
CN
China
Prior art keywords
green wave
time
train
intersection
departure
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN202210472427.6A
Other languages
Chinese (zh)
Other versions
CN114842646A (en
Inventor
莫旭辉
钟志华
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hunan University
Original Assignee
Hunan University
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hunan University filed Critical Hunan University
Publication of CN114842646A publication Critical patent/CN114842646A/en
Application granted granted Critical
Publication of CN114842646B publication Critical patent/CN114842646B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0125—Traffic data processing
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
    • G06Q10/063—Operations research, analysis or management
    • G06Q10/0631—Resource planning, allocation, distributing or scheduling for enterprises or organisations
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
    • G06Q50/10—Services
    • G06Q50/26—Government or public services
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G08G1/0137—Measuring and analyzing of parameters relative to traffic conditions for specific applications

Landscapes

  • Business, Economics & Management (AREA)
  • Human Resources & Organizations (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Economics (AREA)
  • Tourism & Hospitality (AREA)
  • Strategic Management (AREA)
  • Entrepreneurship & Innovation (AREA)
  • Theoretical Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Educational Administration (AREA)
  • Development Economics (AREA)
  • Marketing (AREA)
  • General Business, Economics & Management (AREA)
  • Analytical Chemistry (AREA)
  • Quality & Reliability (AREA)
  • Operations Research (AREA)
  • Game Theory and Decision Science (AREA)
  • Health & Medical Sciences (AREA)
  • General Health & Medical Sciences (AREA)
  • Primary Health Care (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

The invention relates to an intelligent train linkage control method based on green wave signals, which comprises the following steps: determining the arrival time of the train to the first intersection based on the preset departure time of the train and the required time for driving to the first intersection; acquiring the starting moment of a green wave coordination period of a first intersection; determining the formal departure time based on the arrival time and the starting time of the green wave coordination period; the step of determining the official departure time comprises the following steps: acquiring a first difference value between the arrival time and the start time of the green wave coordination period, and judging whether the first difference value belongs to a preset first threshold range; when the first difference value is judged to belong to the first threshold value range, determining the preset departure time as the formal departure time; when the first difference is judged not to belong to the first threshold range, the official departure time is determined based on the first difference, and correspondingly, the system is also related. The method and the system enable the train to enter the green wave band to run at the optimal moment position of the green wave band, and greatly improve the passing efficiency of the train.

Description

Smart train linkage control method and system based on green wave signals
Technical Field
The invention relates to the technical field of intelligent traffic, in particular to an intelligent train linkage control method and system based on green wave signals.
Background
At present, the departure time of public transportation operation vehicles is basically fixed time, so that the traffic light state encountered when the operation vehicles arrive at the green wave signal control intersection after departure is a random state, and whether the operation vehicles arrive at the first green wave signal control intersection without stopping (if the operation vehicles encounter green light and directly pass through the intersection) or not also belongs to an uncontrollable state. When the vehicle passes through, if the vehicle does not meet the red light in the green wave band area for many times, the vehicle is frequently parked, and the frequent parking of the operating vehicle possibly causes great delay, thereby not only influencing the passing efficiency of public transportation, but also influencing the traveling experience of passengers. Particularly, for some medium-sized or large-sized passenger transportation stations, because the departure frequency of the passenger transportation stations in the same time period is high, a congestion phenomenon is very easy to occur on a road section near the stations, so that a large delay is generated, and the passing of other social vehicles on the road is influenced.
In order to make a vehicle smoothly meet a green light when the vehicle passes through a green wave signal control intersection, the prior art generally realizes the green wave signal control (green wave timing scheme). For example, patent application No. cn201610203411.X discloses a multi-mode multi-level ground bus signal priority coordination control method. Although the method can effectively improve the width of the green wave band to a certain extent, thereby improving the passing efficiency of the buses to a certain extent, a plurality of problems may be faced in the actual operation process, for example, because the method considers the passing requirement of a certain bus, when a road section with a large number of buses (such as a road section near a bus starting station) is encountered, the passing requirement of a large number of buses is difficult to coordinate and balance; even if the method avoids the delay of the public transport to a certain extent, the passing requirements of other social vehicles on the road are inevitably sacrificed.
In view of this, for some passenger stations with relatively high departure frequency in a short time, such as medium-sized or large-sized passenger stations, a control method that effectively ensures that the train can efficiently control the intersection through the filtering signal after departure without congestion is urgently needed.
Disclosure of Invention
In order to partially solve or partially alleviate the technical problems, the invention provides an intelligent train linkage control method based on green wave signals, which comprises the following steps:
determining the arrival time of the train to the first intersection based on the preset departure time of the train and the required time length of the train to the first intersection;
acquiring the starting moment of a green wave coordination period of the first intersection;
determining the formal departure time of the train on the basis of the arrival time and the green wave coordination period starting time;
in some embodiments, the step of determining a formal departure time of the train based on the arrival time and the green wave coordination period start time comprises:
acquiring a first difference value between the arrival time and the start time of the green wave coordination period, and judging whether the first difference value belongs to a preset first threshold range;
when the first difference value is judged to belong to the first threshold value range, determining the preset departure time as the formal departure time; when the first difference is judged not to belong to the first threshold range, determining the formal departure time based on the first difference;
alternatively, in some other embodiments, the step of determining the formal departure time of the train based on the arrival time and the green wave coordination period starting time includes:
determining a preferred arrival time period of the train based on the green wave coordination cycle starting time;
judging whether the arrival time belongs to a preferred arrival time period or not, determining the preset departure time as the formal departure time when the arrival time is judged to belong to the preferred arrival time period, and determining the formal departure time based on the arrival time and the preferred arrival time period when the arrival time is judged not to belong to the preferred arrival time period;
the first intersection is a first green wave intersection where the train enters a green wave line in a preset driving route.
In some embodiments, the step of obtaining a desired length of time for the train to travel to the first intersection comprises:
acquiring road condition information of a first road section, a distance between the train and the first intersection and a preset speed of the train, wherein the road condition information comprises: the density of the traffic flow;
estimating the required time for the train to travel to the first intersection based on the road condition information, the distance and the preset vehicle speed;
the first road section is a road section where the train runs to the first intersection along the preset running route.
In some embodiments, the step of obtaining the start time of the green wave coordination period of the first crossing comprises:
obtaining green wave information of the first intersection, wherein the green wave information comprises: a green wave timing scheme and an operating time period of the green wave timing scheme;
and estimating the starting moment of the green wave coordination period based on the green wave information.
In some embodiments, further comprising the step of:
and monitoring a green wave timing scheme of the first intersection in real time, and when the situation that the first intersection is switched to the green wave timing scheme is monitored, determining the formal departure time of the train on the basis of the monitored green wave timing scheme.
In some embodiments, the green wave information is obtained by the roadside intelligent terminal.
The second aspect of the present invention also provides a smart train linkage control system based on green wave signals, the system comprising:
the train driving estimation module is used for determining the arrival time of the train to the first intersection based on the preset departure time of the train and the required time of the train to the first intersection;
the green wave information acquisition module is used for acquiring the starting moment of the green wave coordination cycle of the first intersection;
the departure time determining module is used for determining departure time of the train based on the arrival time and the green wave coordination period starting time;
in some embodiments, the departure time determination module comprises:
a first difference determining unit, configured to obtain a first difference between the arrival time and the start time of the green wave coordination period, and determine whether the first difference belongs to a preset first threshold range;
the departure time determining unit is used for determining the preset departure time as the formal departure time when the first difference is judged to belong to the first threshold range; when the first difference is judged not to belong to the first threshold range, determining the formal departure time based on the first difference;
alternatively, in some embodiments, the departure time determining module includes:
a preferred arrival time determination unit configured to determine a preferred arrival time period of the train line based on the green wave coordination cycle start time;
a departure time determining unit, configured to determine whether the arrival time belongs to a preferred arrival time period, determine the preset departure time as the official departure time when it is determined that the arrival time belongs to the preferred arrival time period, and determine the official departure time based on the arrival time and the preferred arrival time period when it is determined that the arrival time does not belong to the preferred arrival time period;
the first intersection is a first green wave intersection where the train enters a green wave line in a preset driving route.
In some embodiments, the train driving estimation module comprises:
a first information obtaining unit, configured to obtain road condition information of the first road segment, a distance between the train and the first intersection, and a preset vehicle speed of the train, where the road condition information includes: the density of the traffic flow;
the driving time pre-estimating unit is used for estimating the required time length of the train to drive to the first intersection based on the road condition information, the distance and the preset vehicle speed;
the first road section is a road section where the train runs to the first intersection along the preset running route.
In some embodiments, the green wave information acquisition module comprises:
a green wave information obtaining unit configured to obtain green wave information of the first intersection, where the green wave information includes: a green wave timing scheme and an operating time period of the green wave timing scheme;
and the green wave coordination period starting time estimation unit is used for estimating the green wave coordination period starting time based on the green wave information.
In some embodiments, further comprising: a green wave information real-time monitoring module, configured to monitor a green wave timing scheme of the first intersection in real time, and when it is monitored that the first intersection switches the green wave timing scheme, send a first signal indicating that the start time of the green wave coordination cycle is to be estimated again to the green wave information acquisition module, where the first signal includes: a switched green wave timing scheme;
the green wave information acquisition module acquires a green wave coordination period starting moment based on the first signal.
In some embodiments, the green wave information obtaining unit and/or the green wave information real-time monitoring module obtains the green wave information through a roadside intelligent terminal.
The beneficial technical effects are as follows:
in the prior art, the green wave signal is usually adjusted based on the traffic state (such as the position and the running speed of the train) of the train (or a single vehicle). However, the number and types of vehicles passing on the road are large, and the road usually includes multiple lanes, for example, multiple intelligent trains may run on a multi-lane road, and the adjustment of the green wave signal may only be applicable to one of the intelligent trains (or only one intelligent train or one vehicle is ensured to be in a green wave band region), and it is difficult to ensure that all the intelligent trains can run in a green wave band range (i.e. meet multiple green lights) under the signal timing scheme. Therefore, it is difficult to coordinate or balance the traffic demands of the current intelligent train with the traffic demands of other trains or social vehicles on the road.
The green wave timing scheme is used for monitoring the green wave timing scheme of the intersection (such as the first intersection) in real time, and the formal departure time (namely the preferred departure time) of the train (vehicle) is determined based on the real-time green wave timing scheme of the intersection, so that the train can be in a green wave band area when the train is issued at the formal departure time (namely the first intersection meets a green light signal and smoothly passes through the green light signal within a green light signal time period), and the problem that when the vehicle reaches the green wave band intersection, the green wave passing effect is not good in the green wave band area is effectively solved (when the vehicle is outside the green wave band area, the probability of passing the next green wave intersection without stopping is very low, and even the train possibly meets a plurality of red lights so that the train needs to wait for a long time for the red light).
The invention adjusts the departure time of the train based on the real-time green wave timing scheme (green wave signals), namely, the green wave timing scheme is not required to be adjusted (namely, green light signals at the intersection are not required to be adjusted). Therefore, the intelligent train linkage control method provided by the invention does not influence the passing of other trains or social vehicles on the road (or the passing demands of different trains or social vehicles do not have conflict which is difficult to coordinate). In addition, the method provided by the invention can effectively improve the passing efficiency of the intelligent train, reduce the time consumption of the intelligent train on the running road section and correspondingly reserve corresponding time and space for other social vehicles or smooth passing of the train on the road.
Further, compared with the control method for adjusting the green wave timing scheme based on the train passing state in the prior art, the control method provided by the invention is simpler in operation (less in data processing amount) and higher in efficiency. For example, in the prior art, in order to ensure that most trains or vehicles on the road can be located in a green band region, it is generally required to acquire the running states of multiple trains or vehicles (such as the running speed and the real-time position of the vehicle) in real time and to rank the priority of smooth passing demands of different trains and vehicles (such as a demand for meeting green lights at the next intersection). In which the demands of different trains may conflict and at intersections where pedestrians pass, consideration is also given to providing sufficient transit time for the pedestrians. Therefore, the control method in the prior art needs to consider factors in the processing process and relatively more data to be processed, and the method is also more complicated. In addition, in the prior art, on the basis of considering multiple factors, the running efficiency cannot be ensured, and meanwhile, the smooth passing requirements of most trains or vehicles on the road are still difficult to meet. In addition, the green wave timing scheme is usually a more reasonable traffic signal control scheme planned based on the traffic flow characteristics of the current road section, and if the green wave signal is adjusted to ensure the traffic of a certain vehicle, the green wave timing scheme may be contradictory to the previous planning.
Specifically, the method and the system provided by the invention determine the optimal time (namely the green band starting point time) when the train head vehicle passes through the intersection by predicting the green band starting point time, so that the optimal formal departure time of the train can be determined. And the train can be ensured to enter the green wave band for running at the optimal moment position of the starting point of the green wave band based on the acquired optimal formal departure time.
Moreover, the method and the system provided by the invention can specifically solve the problem of congestion of the road sections near the medium-sized or large-sized passenger transport station (such as a bus starting station), can relieve the phenomenon of urban traffic congestion (particularly, can relieve the congestion of the road sections near the medium-sized or large-sized passenger transport station), namely improve the passing efficiency of the train (such as a bus train), and simultaneously reduce the influence of frequent departure of the passenger transport station on the passage of other social vehicles or the train on the road; meanwhile, the riding experience of passengers can be optimized, and the development of public transport is facilitated.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below. Throughout the drawings, like elements or portions are generally identified by like reference numerals. In the drawings, elements or portions are not necessarily drawn to scale. It is obvious that the drawings in the following description are some embodiments of the invention, and that for a person skilled in the art, other drawings can be derived from them without inventive exercise.
FIG. 1a is a schematic flow diagram of a method in an exemplary embodiment of the invention;
FIG. 1b is a schematic flow diagram of a method in a further exemplary embodiment of the invention;
FIG. 1c is a schematic flow diagram of a method in another exemplary embodiment of the invention;
FIG. 2 is a flow chart illustrating the method of the present invention in accordance with another exemplary embodiment;
FIG. 3 is a block schematic diagram of a system in accordance with an exemplary embodiment of the present invention;
fig. 4 is a schematic view of a driving-away route of a certain bus starting station.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention. It is to be understood that the embodiments described are only a few embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Herein, suffixes such as "module", "part", or "unit" used to denote elements are used only for facilitating the description of the present invention, and have no specific meaning in itself. Thus, "module", "component" or "unit" may be used mixedly.
Herein, the terms "upper", "lower", "inner", "outer", "front", "rear", "both ends", "one end", "the other end", and the like indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of describing the present invention and simplifying the description, but do not indicate or imply that the referred device or element must have a specific orientation, be constructed in a specific orientation, and be operated, and thus, should not be construed as limiting the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance.
As used herein, unless otherwise expressly specified or limited, the terms "mounted," "disposed," "connected," "coupled" and the like are to be construed broadly and include, for example, "coupled," which can be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; wireless connection or wireless communication connection; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood in specific cases to those skilled in the art.
Herein, the term "green wave band" refers to that on a designated traffic route, after the speed of the road section is specified, a signal control machine in a traffic management system correspondingly adjusts the green light starting time of traffic flow (or train) passing each intersection according to the distance of the road section, so that when the traffic flow reaches each intersection, the traffic flow just meets the "green light", that is: the traffic light can ensure or nearly ensure that each intersection is a specified traffic line with a green light when the traffic flow passes through.
Herein, the term "green wave intersection" refers to an intersection (intersection) having a green wave traffic signal control (or green wave signal controller) among traffic lines in the green wave band.
Herein, the term "green wave signal" refers to green wave control information, including a green wave timing scheme and an operation period of the traffic signal at each green wave intersection, and may also be referred to as "green wave information".
Herein, the "green wave coordination period start time" refers to a "green wave band start time".
Herein, the "green-band running state" refers to a running state that can ensure that the vehicle keeps a green light all the way on a green-band line.
Herein, "green wave period" refers to an interval time of a green wave band at the first intersection.
Herein, the "smart train" refers to a vehicle composed of vehicles equipped with an intelligent vehicle-mounted terminal (including a driving task acquisition terminal, a smart train internal management system or terminal) and capable of performing vehicle-to-vehicle communication and vehicle-to-road communication, and includes intelligent internet vehicles of the same or different vehicle types, and the train can maintain uniform speed cooperative operation on urban roads.
Example one
Referring to fig. 1a, a first aspect of the present invention provides a method for controlling linkage of an intelligent train based on a green wave signal, including:
s10, acquiring the time required by the train to drive to a first intersection;
s20, acquiring the starting moment of a green wave coordination period of the first intersection;
s30, determining the formal departure time (or the formal departure time) of the train based on the required duration and the starting time of the green wave coordination period; the first intersection is a green wave intersection where the train enters a green wave line (or a green wave band) in a preset driving route.
It can be understood that when the train starts to start based on the formal departure time obtained in step S30, the train can pass through the first intersection without stopping (i.e., the signal lamp is green when the train travels to the first intersection), and the passing efficiency is high.
For example, in some embodiments, step S10 comprises:
acquiring a distance S between the train and the first intersection (specifically, the distance S is a distance between a head vehicle of the train and the first intersection), and a set vehicle speed V of the train (namely, an operation vehicle speed of the train, or an average vehicle speed of the train);
estimating the required time T of the train to the first intersection based on the distance S and the set speed V 1 。
In this embodiment, the required time period T for the train to travel to the first intersection 1 ＝S/V。
Further, in some embodiments, step S20 comprises:
acquiring green wave information (namely green wave control information) of a first intersection, wherein the green wave information comprises: a green-wave timing scheme and an operating time period of the green-wave timing scheme.
And estimating the starting time Tc of the green wave coordination period based on the green wave information.
Further, the green wave information further includes: green wave period C, green wave coordination phase and phase difference T 2 。
Of course, in other embodiments, the starting time of the green wave coordination period may be directly obtained by the traffic signal control system or the traffic signal controller.
In this embodiment, by acquiring the green wave information (or green wave signal) of the first intersection, an accurate departure schedule suitable for the current time period (for example, the current day, or the current hour) can be determined. The existing departure time planning method is usually based on the passenger flow and departure frequency in each time period to determine the departure time, wherein the determined departure time may be in a certain time period. And the traffic volume at different time periods per day may be relatively stable for a relatively long period (e.g., a month or a year), the departure time may generally be adapted to the traffic volume demand in the current period. However, the time characteristics of the green wave information change more frequently (the start time of the green band changes more frequently), for example, the green wave timing scheme at the same time every day may not be the same, or the traffic signals at the same time every day may not be the same. And the embodiment further realizes the optimization of the departure time from the angle of the green wave signals of the green wave intersection, so that the departure time can be accurate to seconds, and the efficient passing of the train is ensured. In addition, the adjustment range of the departure time in this embodiment is relatively small, and thus the existing departure time arrangement is not greatly changed, that is, the linkage control method provided in this embodiment mainly optimizes the departure time.
In some embodiments, the method further comprises the steps of:
the method comprises the steps of acquiring/monitoring a green wave timing scheme of a first intersection in real time, and when it is monitored that the first intersection is switched to the green wave timing scheme (for example, it is monitored that the green wave timing scheme of the next operation time period is switched), determining a formal departure time T of the train based on the monitored green wave timing scheme 3 。
Preferably, in some embodiments, the green wave information of the first intersection is monitored in real time, and when the green wave information is monitored to be changed, the optimal formal departure time is calculated again based on the new green wave information. In this embodiment, the departure time can be flexibly adjusted by acquiring real-time green wave information, so that the train can smoothly pass (i.e., does not stop) when running to the first intersection.
For example, in some embodiments, a roadside intelligent terminal (RSU) device is connected to a traffic signal controller to obtain green wave information (or green wave control information), and the obtained green wave information is uploaded to an intelligent train center control system through a wireless network or other communication methods, and the intelligent train center control system calculates an optimal departure time based on the green wave information.
It can be understood that, when the arrival time of the train at (or through) the first intersection is just the start time of the green wave band (i.e., the start time of the green wave signal), the probability that the train is in the green wave band driving state on the corresponding road section is the highest. In other words, when the signal light of the first intersection just changes into the green light when the train reaches the first intersection, the probability that the train passes through the first intersection without stopping is the highest. However, since the green light signal has a certain duration and the train has a limited length, the time taken from the head of the train to the tail of the train to completely pass through the first intersection is usually shorter than the duration of the green light signal, so that even if the time when the train reaches (or passes through) the first intersection is slightly later than the starting point of the green wave band, the difference between the arrival time and the starting point of the green wave band is relatively small, the train still has a high probability of entering a green wave driving state, namely, passing through the first intersection without stopping, and passing through the second or more green wave intersections of the green wave line without stopping.
For example, when the start time of the green band at the first intersection is 00 minutes and 00 seconds at 14 hours, the duration of the green light signal is 90 seconds, and the time taken for the train to completely pass through the first intersection is shorter than the duration of the green light signal, for example, the time taken is 30 seconds. At this time, when the train reaches the first intersection at 14 hours 00 minutes 00 seconds, the train can smoothly pass through the first intersection, and there is a high probability that the train does not stop passing through the next green wave control intersection or intersections, and the probability that the train is in a green wave band driving state is the highest at this time. Of course, even if the train arrives at the first intersection later than 14 hours 00 minutes and 00 seconds, for example, the arrival time is 14 hours 00 minutes and 10 seconds or 14 hours 00 minutes and 21 seconds, the train can pass through the first intersection without stopping, and there is still a high probability that the train is in a green-wave-band driving state, that is, a green light is encountered at the next green-wave intersection or intersections.
Thus, in some embodiments, step S30 comprises:
determining a preferred arrival period T of a vehicle based on a green wave coordination cycle start time (i.e., green wave signal start time) Tc 4 I.e. when the head of the train is at T 4 When the train reaches or passes through the first intersection within a period of time, the train can be ensured to be in a green wave band driving state.
For example, in some embodiments, a period of time Δ T after the start of the green coordination period is when the train is present 1 When the train reaches the first intersection (namely the second threshold range), the trains can be in a green wave driving state, wherein the arrival time period T is preferably selected 4 Is [ start time Tc, start time Tc + [ Delta ] T 1 ]. For example, in one embodiment, the green wave coordination period starts at 14 hours, 00 minutes, 10 seconds, preferably reaching time period T 4 Can be [14 hours 00 minutes 10 seconds, 14 hours 00 minutes 20 seconds]Wherein the second threshold range is 10s.
Further, in some embodiments, the official departure time T 3 ＝Tc-T 1 . T obtained at this time 3 The best departure time is obtained.
Wherein, T 3 Is the official departure time of the train, T 1 The duration required for the train to travel to the first road junction according to the preset speed is Tc, and Tc is the starting moment of the green wave coordination period.
Alternatively, in other embodiments, the time of departure T is official 3 ＝T 4 -T 1 。
It will be appreciated that Δ T is the distance between the first intersection and the second intersection to ensure that the train can pass through the first intersection without stopping 1 The following formula needs to be satisfied:
△T 1 ＜T 5 -(L+S)/V
wherein, T 5 Being green lightThe duration L is the train length of the intelligent train.
For example, in some embodiments, the smart train includes 10 smart vehicles, the time required for passing through the first intersection at a specified speed is at least 30S, the green time is necessarily greater than 30S, and in order to avoid the safety hazard that the vehicles rush to pass through the yellow light at the end of the green light and the yellow light, the duration of the green light is necessarily greater than the train passing time (L + S)/V. For example, the duration of the green light is 33s, the train passage needs 30s, and the second threshold range is set as: delta T1 is less than 3.
In some embodiments, T 5 May be estimated based on the green wave information, e.g., by a filtering timing scheme.
It can be understood that when Δ T 1 When =0, T 4 = Tc, at this time T 4 The best departure time.
The method in the embodiment is mainly suitable for various medium-sized or large-sized passenger transport stations (such as large-sized bus origins, long-distance bus origins or transfer stations and the like), in which a plurality of vehicles need to be sent in the same time period, even a plurality of vehicles are sent at the same time, that is, the sending frequency is relatively high, so that the congestion is more likely to occur in the road sections near the stations, the operation plan of the train is influenced, and the delay is caused to other trains or social vehicles on the road. In this case, a plurality of vehicles having the same or similar traveling route may be planned as the same intelligent train, for example, when the first traffic signal control intersection passed by the plurality of vehicles after exiting the station is the same, the plurality of vehicles may be planned as the same train, and for example, when the plurality of traffic signal control intersections passed by the plurality of vehicles after exiting the station is the same, the plurality of vehicles may be planned as the same train. Then, the departure time of the train is determined based on the train length of the train, the departure time period of the train, and the green wave signal on a preset section of the train.
In the past, the departure time of an operating vehicle (such as a bus) is not frequently regulated or modified in the conventional public transportation operation scheme. On the one hand, in the traditional public transport operation planning, the departure time of the vehicle is fixed, so that the travel plan can be arranged for passengers more conveniently based on the fixed departure time. However, with the rapid development of the current network communication technology, the passengers can directly log in the corresponding programs or web pages through the portable electronic devices (such as mobile phones) to check the real-time vehicle status (such as departure time) or directly check the vehicle status through the display screen on the platform. Therefore, the flexible control of the departure time does not cause excessive influence on the waiting plan of the passengers. On the contrary, the invention can flexibly regulate and control the departure time of the passenger station in real time, so that the train can depart from the station at the optimal departure time, and the phenomenon of congestion of the train at the intersection is greatly reduced or avoided. Therefore, the traffic efficiency of public transportation is improved, the influence on other trains or social vehicles on nearby road sections in the departure process of the trains of the passenger station is reduced, and the waiting experience of passengers is further optimized (namely the waiting time of the passengers is reduced).
Moreover, the linkage control method proposed in this embodiment does not necessarily need to adjust the departure time of the train in a large range, and the finally determined departure time of the same train may be within a relatively fixed time period, for example, the adjustment of the optimal departure time of a certain train does not exceed a certain time period, for example, the optimal departure time of the train falls within 15 hours 00 minutes 10 seconds to 15 hours 05 minutes 10 seconds every day, so the travel schedule of the passengers is not greatly affected.
Specifically, in some embodiments, referring to fig. 4, the driving-away route of the bus origin includes a plurality of paths, such as a first path L1, a second path L2, a third path L3, and so on. The vehicles passing through the first path L1 may be planned as a first train, and the vehicles passing through the second path L2 may be planned as another train. For example, a plurality of vehicles that travel through the first, second, third, fourth, and fifth green wave intersections L1a, L1b, L1c, L1d, and L1e in the first route in the same time period (or a similar time period) may be designated as a first train, and a plurality of trains that travel through the first to fifth green wave intersections in the first route in the next time period may be designated as a second train. Specifically, the departure time of the first train is determined by the method, and then the departure interval time of the first and second trains is determined based on the departure time of the first train and the green wave period, so as to determine the departure time of the second train. Likewise, departure times of a plurality of trains in the station can be determined and obtained based on the method.
By the intelligent train linkage control method based on the green wave signals, the departure time of the first train can be optimized, all vehicles in the first train can pass through the first green wave intersection, the second green wave intersection, the third green wave intersection, the fourth green wave intersection and the fifth green wave intersection on the first path in the green light signal state, and therefore the vehicles in the train do not need to stop in the driving process of the first path, and the passing efficiency is high. Alternatively, in other embodiments, the departure time of the first train is optimized, so that the probability that each vehicle in the first train passes through the five green intersections of the first path in the green light signal state is high.
It can be understood that the method in the embodiment is mainly suitable for optimizing and controlling the departure time of the train at each medium-sized or large-sized passenger transportation station. In other words, the method provided by the invention is mainly used for the initial stage of the travel of the intelligent train (namely the stage of departure and driving away from the initial station). When the vehicles in the first train pass through the first path, the vehicles may be shunted, namely, the vehicles are driven to different intersections/routes, at the moment, the vehicles can be added into other intelligent trains, or the vehicles and other vehicles with the same driving road section form a new intelligent train, so that the whole driving process of the intelligent trains is regulated and controlled.
Of course, the method in this embodiment may also be applied to optimization and control of departure time of vehicles at a small-sized station, and specifically, may also be applied to optimization and control of departure time of a single vehicle.
Example two
The invention also provides an intelligent train linkage control method based on the green wave signal, which is different from the first embodiment in that the departure time of the train is determined by the arrival time of the train running to the first intersection and the start time of the green wave coordination period.
For example, referring to fig. 1b, in some embodiments, the method comprises the steps of:
s12, acquiring the arrival time of the train to the first intersection based on the preset departure time;
s20, acquiring the starting moment of a green wave coordination period of the first intersection;
s32 specifies the actual departure time (or the actual departure time) of the train based on the arrival time and the green wave coordination cycle start time.
For example, in some embodiments, step S32 includes the steps of:
obtaining an arrival time (or a preset arrival time) T 6 A first difference (e.g., in some embodiments, a first difference Δ T) from the green wave coordination period start time Tc 2 ＝T 6 -Tc) and determining whether said first difference value falls within a preset first threshold range Δ T 3 ；
And when the first difference value Delta T is judged 2 Falls within a first threshold range 3 If so, determining the preset departure time as the formal departure time of the train; when the first difference is judged not to belong to the first threshold range, determining the formal departure time based on the first difference; and Δ T in the present embodiment 3 ≥0。
For example, in some embodiments, when the first difference Δ T 2 When the time is less than zero, that is, the arrival time of the train is earlier than the start time of the green wave coordination period, the train needs to stop for waiting when driving to the first intersection, so that the departure time of the train needs to be adjusted/corrected, and the optimal formal departure time T of the train needs to be adjusted/corrected 3 ＝T 7 +△T 2 Wherein, T 7 The departure time is preset.
For example, in some embodiments, when the first difference Δ T 2 If the time is greater than zero and does not fall within the first threshold range, the departure time of the train needs to be adjusted, and specifically, the departure time may be advanced, for example, the official departure time T 3 ＝T 7 +△T 3 -△T 2 。
For another example, in some embodiments, step S32 includes the steps of:
obtaining the optimal arrival time T of the train based on the starting time of the green wave coordination cycle 4 ,
Judging whether the arrival time belongs to a preferred arrival time period or not, and considering that the current preset departure time (preset departure time) is formal departure time when the arrival time belongs to the preferred arrival time period;
and when the arrival time is judged not to belong to the preferred arrival time period, correcting the preset departure time, returning to the step S12 based on the corrected preset departure time until the formal departure time is determined, or directly correcting the preset departure time based on the arrival time and the preferred arrival time period to obtain the formal departure time.
For example, in some embodiments, it is preferred that the time period of arrival T 4 Is [ start time Tc, start time Tc + [ Delta ] T 1 ]T when the preset arrival time period of the train belongs to the preferred arrival time period 4 Then, the current preset departure time (preset departure time) is considered as the formal departure time.
Preferably, in some embodiments, it is preferable to reach the time period T 4 Is a specific time, namely the start time of the green wave coordination period (at the time delta T) 1 Is 0).
In this embodiment, reference is made to the first embodiment for S20, and details are not described here.
Specifically, in some embodiments, referring to fig. 2, the specific steps of the method include:
obtaining the train length L of the intelligent train, the train departure starting point position and the distance S between the nearest green wave line and the intersection, and estimating the time T required by the train to drive to the green wave signal control intersection according to the operation speed V of the intelligent train by the traffic light 1 The phase difference is conveniently controlled to be coordinated with the green wave signal;
acquiring the starting time of a green wave coordination period, and operating the time period, the green wave period C, the green wave coordination phase and the phase difference T according to a green wave timing scheme 2 And predicting the starting time T of the green wave coordination period 3 The green wave control has a multi-period and multi-scheme, and the departure time (departure time) of the intelligent train needs to be controlled according to the green waveInformation linkage;
the method comprises the steps that green wave control switching operation time period and green wave timing scheme information are obtained, road side intelligent terminal (RSU) equipment is connected with a traffic signal controller through a network to obtain green wave control information, and the green wave control information is uploaded to an intelligent train center control system through a wireless network;
determining departure time of the intelligent train and calculating optimal formal departure time T 3 ＝T 4 -T 1 Wherein, T 3 Preferably to the order of seconds. For example, when T is calculated 3 The time is 14 hours and 36 minutes and 36 seconds, which indicates that the probability that the intelligent train smoothly encounters a plurality of green lights (or continuously encounters green lights) on the preset driving route is very high when the intelligent train starts at the time of 14 hours and 36 hours.
Further, in order to combine the real-time road condition to further guarantee that the train can smoothly meet the green light (avoid stopping at the intersection), still include the step in this embodiment: and acquiring green wave information in real time, and when the green wave control switching time interval and the green wave timing scheme are adopted, re-estimating the optimal departure time.
The method provided by the embodiment can effectively solve the problem of poor green wave passing effect caused by the fact that passing vehicles are not in a green wave zone when the vehicles (the train rows) reach the green wave zone intersection. According to the method, the starting time of the green wave band (the starting time of the green wave coordination period) is estimated, the time when the vehicle at the head of the train passes through the intersection is accurately the starting time of the green wave bandwidth of the green wave period, the train is guaranteed to enter the green wave band to run at the optimal time position of the green wave band, the utilization rate and the passing efficiency of the green wave band are greatly improved, and the red light waiting and the vehicle delay are reduced.
Preferably, in some embodiments, a vehicle-road-cloud cooperation of traffic signal green wave control is created by using a vehicle-road cooperation technology, ultra-low delay data transmission and a V2I, V N application scenario. Compared with free traffic flow, the train running stably at a constant speed is more suitable for green wave control, can effectively exert the advantage of green wave control and improves the traffic efficiency of the green wave of the trunk line.
Wherein, V2I, V N is the main application scenario of the information exchange between the vehicle and the outside in this embodiment, V2I is that the vehicle is connected to infrastructure, and the vehicle can communicate with the road and even other infrastructure, for example, traffic lights, roadblocks, etc., to obtain the road management information such as traffic light signals, etc. V2N (vehicle-internet) is currently the most widely used form of car networking, and its main function is to connect a vehicle to a cloud server through a mobile network, and use application functions provided by the cloud server, such as navigation, entertainment, and theft prevention.
Further, the method in the embodiment has strong expansibility, and can be linked with other signal control schemes.
Preferably, in some embodiments, since the departure time is fixed relative to the green wave control scheme, the departure interval time is an integral multiple of the green wave period, and the train is effectively guaranteed to be in the green wave band range.
Preferably, in some embodiments, in order to avoid an error caused by network delay, a plurality of timing mechanisms can be selected, GPS timing, system timing and network timing can be realized, timing of the smart train center control system is consistent with that of the traffic signal control system, and algorithm calibration can be performed by calculating data delay due to the existence of the network delay error.
The embodiment has the main advantages that the train can not only meet the green light at the first intersection, but also enter the green wave band at the first intersection and then enter the preset green wave path, namely the green wave band driving state. After the train enters the preset green wave route, the running speed of the train can be subsequently planned and regulated based on the existing running task obtaining method or the running task obtaining end configured on the intelligent vehicle, so that the train can be ensured to keep a green wave band running state in a subsequent journey. For example, the intelligent vehicle in the train may be configured with a driving task obtaining terminal as disclosed in the chinese invention application CN 202210035474.4. That is to say, the linkage control method in this embodiment is mainly to ensure that the intelligent train can smoothly enter the preset green wave route when the intelligent train initially departs. In practical application, the method can be matched with the existing intelligent traffic technology (such as the driving task acquisition end or other green wave vehicle speed guiding methods or equipment) so as to comprehensively plan and regulate the whole driving process of the train, so that the train can enter a green wave band at a certain time and can keep a green wave band driving state in a subsequent process.
The main applicable scenarios of the first and second embodiments are as follows: the departure position of the train is located at a short distance from the first intersection, and the departure position of the train is located in a section with a small traffic flow in a suburb. In this case, since the traffic flow on the road section is small, the train can normally run with the preset vehicle speed after departure, and therefore, when the actual departure time is determined, the departure time can be determined appropriately without considering the traffic flow on the road section (or without considering the traffic flow as a main factor).
But in other application scenarios. For example, when the departure point of the train is located at a junction station in the center of a city, the traffic flow near the junction station is large at this time, and therefore the train is influenced by the passage of external vehicles after departure, so when determining the time required for the train to reach the first intersection, in addition to considering the distance and the preset vehicle speed, the information about the road condition on the first road section (i.e., the road section through which the train travels to the first intersection along the preset travel route) needs to be considered, including: traffic density, etc.
It will be appreciated that the first intersection is not necessarily the first traffic light encountered after departure of the train, for example, the train may travel to the first intersection through several traffic light intersections. In particular, in some application scenarios, the departure position of the train is far away from the first intersection (i.e., the first road segment is relatively long, even one or more traffic light intersections are included between the first road segments), and at this time, the influence of the external vehicle passing after the train departs is relatively large. Therefore, it is necessary to determine the time required for the train to reach the first intersection in consideration of the traffic flow on the first road section.
Further, in some embodiments, referring to fig. 1c, the method comprises:
s40, determining the arrival time of the train to the first intersection based on the preset departure time of the train and the required time length of the train to the first intersection;
s42, acquiring the starting moment of a green wave coordination cycle of the first intersection;
s44, determining the formal departure time of the train based on the arrival time and the green wave coordination period starting time; the first intersection is a first green wave intersection where the train enters a green wave line in a preset driving route.
Specifically, in some embodiments, S44 includes the steps of:
acquiring a first difference value between the arrival time and the start time of the green wave coordination period, and judging whether the first difference value belongs to a preset first threshold range;
when the first difference value is judged to belong to the first threshold value range, determining the preset departure time as the formal departure time; and when the first difference is judged not to belong to the first threshold range, determining the official departure time based on the first difference. The manner of determining the official departure time refers to the above embodiment.
Alternatively, in other embodiments, S44 includes the steps of:
determining a preferred arrival period based on the green wave coordination cycle start time;
and judging whether the arrival time belongs to a preferred arrival time period or not, determining the preset departure time as the formal departure time when the arrival time is judged to belong to the preferred arrival time period, and determining the formal departure time based on the arrival time and the preferred arrival time period when the arrival time is judged not to belong to the preferred arrival time period. In this embodiment, the formal departure time is determined according to the above embodiment.
For example, in some embodiments, it is preferred that the time period of arrival T 4 Is [ starting time Tc, starting time Tc + [ Delta ] T 1 ]. When the arrival time is judged not to belong to the preferred arrival time period and the arrival time T 6 Before the start time Tc, the departure should be postponed, i.e. the formal departure time T 3 ＝T 7 +T 4 -T 6 . When the arrival time is judged not to belong to the preferred arrival time period and is later than the starting time, the vehicle should be dispatched in advance, and similarly, the formal departure time is equal to T 3 ＝T 7 +T 4 -T 6 。
In some embodiments, the step of obtaining the required time for the train to travel to the first intersection comprises:
acquiring road condition information of a first road section, a distance between the train and the first intersection and a preset speed of the train, wherein the road condition information comprises: the density of the traffic flow;
estimating the required time for the train to travel to the first intersection based on the road condition information, the distance and the preset vehicle speed;
the first road section is a road section where the train runs to the first intersection along the preset running route.
It is understood that, in some embodiments, the time required for the train to reach the first intersection may be obtained according to a positioning technology such as a GPS (global positioning system), for example, the travel time of the train on the first road segment may be directly obtained through an existing navigation server, a lane navigator or an application with a navigation function, or other hardware devices or applications with a map navigation function.
In some embodiments, the S42 step includes:
acquiring green wave information of the first intersection, wherein the green wave information comprises: a green wave timing scheme and an operating time period of the green wave timing scheme;
and estimating the starting moment of the green wave coordination period based on the green wave information.
In some embodiments, the method further comprises the steps of:
and monitoring a green wave timing scheme of the first intersection in real time, and when the situation that the first intersection is switched to the green wave timing scheme is monitored, determining the formal departure time of the train on the basis of the monitored green wave timing scheme.
In some embodiments, the green wave information may be acquired by the roadside intelligent terminal.
Therefore, in addition to the benefits mentioned in the above embodiments, the main benefits of this embodiment include: the application scenario is wider, that is, the method provided in this embodiment can be applied to the case where the first road segment is shorter or there are fewer vehicles, and can also be applied to the first roadLonger segment and greater traffic density on the first segment. Specifically, the required duration T is determined through the road condition information, the distance and the preset vehicle speed of the first road section 1 The determined formal departure time can be associated with the current real-time road condition and the road condition change condition of a future period of time, so that when the departure position of the train is far away from the first intersection or the traffic flow density on the first road section is relatively high, the train can smoothly enter the green band of the first intersection.
EXAMPLE III
Based on the above embodiment, the present invention further provides an intelligent train linkage control system based on green wave signals, referring to fig. 3, the system includes:
a train driving estimation module 10 for obtaining the required time of the train driving to the first intersection,
a green wave information obtaining module 20, configured to obtain a start time of a green wave coordination cycle at the first intersection;
a departure time determining module 30, configured to determine a departure time of the train based on the required duration and the start time of the green wave coordination period; the first intersection is a green wave intersection where the train enters a green wave line (or a green wave band) in a preset driving route.
Alternatively, in other embodiments, the system comprises:
the train driving estimation module 10 is configured to acquire an arrival time (or a preset arrival time) when a train drives to a first intersection based on a preset departure time;
a green wave information obtaining module 20, configured to obtain a start time of a green wave coordination period at the first intersection;
and the departure time determining module 30 is configured to determine a departure time of the train based on the arrival time and the green wave coordination cycle start time.
It is understood that the device modules/units in this embodiment may be configured corresponding to the method flows in the above embodiments.
For example, in some embodiments, the train travel estimation module 10 includes:
the train information acquisition unit is used for acquiring the distance between the train and the first intersection and the set speed of the train;
and the running time estimation unit is used for estimating the required time of the train running to the first intersection based on the distance and the set vehicle speed.
Alternatively, in other embodiments, the travel time estimation unit is configured to estimate an arrival time of the train at the first intersection based on the distance and the set vehicle speed.
For example, in some embodiments, the departure time determination module 30 includes:
a first difference value obtaining unit, configured to obtain a first difference value between the arrival time and the start time of the green wave coordination period, and determine whether the first difference value belongs to a preset first threshold range;
the departure time determining unit is used for determining the preset departure time as the formal departure time when the first difference is judged to belong to the first threshold range; and when the first difference is judged not to belong to the first threshold range, determining the formal departure time based on the first difference.
In some embodiments, the departure time determination module 30 (or departure time determination unit) may be implemented by an intelligent train center control system.
In some embodiments, the green wave management module 20 includes:
a green wave information obtaining unit configured to obtain green wave information of a first intersection, the green wave information including: the running time period, the green wave coordination phase and the phase difference of the green wave timing scheme;
and the green wave coordination period starting time estimation unit is used for estimating the green wave coordination period starting time based on the green wave information.
In some embodiments, the system comprises: and the green wave information real-time monitoring module is used for acquiring green wave information of a first intersection in real time, and determining departure time of the train based on the green wave information acquired in real time when the green wave timing scheme switching operation time period is monitored.
It is understood that in some embodiments, the green wave information real-time monitoring module and the green wave information obtaining unit may be implemented by the same device or equipment.
In some embodiments, the green wave information acquisition unit/green wave information real-time monitoring module comprises: roadside intelligent terminal.
In this embodiment, the green wave information at the green wave intersection (e.g., the first intersection) is monitored in real time, so that the departure time (departure time) and the departure interval time of the train are dynamically adjusted and controlled in a linkage manner based on the green wave signal. When the green wave signal of the first crossing controls the switching control time period or switches to a new signal timing scheme, the departure time of the train can be dynamically adjusted in a linkage mode according to the green wave scheme information of the traffic signal, and therefore real-time linkage and flexible adjustment and control of the departure time of the train and the green wave signal are achieved. When the green wave timing scheme of the green wave intersection switches the operation time period and the timing scheme, the green wave signal period needs to be subjected to transition adjustment, in the process, the intelligent train departure time needs to be synchronously readjusted due to the fact that the green wave coordination phase starting time and the periodic rule change, and the adjustment can be quickly realized through the method provided by the invention. Therefore, the system in the embodiment can enable the intelligent train to be always in a green wave band area after the intelligent train is dispatched, and the efficient passing of the train is guaranteed.
Further, in some embodiments, the starting time of the green wave coordination phase (or the starting time of the green wave band) of each green wave common period is estimated by intelligently analyzing the starting time of the green wave coordination phase by the intelligent train center control system, and the accuracy can be up to seconds. The system provided by the embodiment can effectively solve the problem that the green wave passing effect is poor because the vehicle is not in the green wave band region when the vehicle reaches the green wave band intersection.
If the vehicle is outside the green wave zone area, the probability of passing the next green wave intersection without stopping is very low, and even multiple red lights may be encountered, so that the number of times of stopping the vehicle on the driving route is large (the waiting time on the intersection is long). In the embodiment, the start time of the green wave band is estimated, and the optimal time (namely the start time of the green wave band) when the train head vehicle passes through the intersection is obtained, so that the train can be ensured to enter the green wave band to travel at the optimal time position of the start of the green wave band.
Further, the optimal departure time is determined by predicting the green light starting time of the traffic phase of the train and the predicted arrival time of the train at the intersection; according to the time and the situation, the control departure time is accurate, the departure time can be accurate to the second, the dilemma that the vehicle just encounters the red light when just having departed is solved, the green wave passing probability of the intelligent train is effectively improved, and the delay time of the vehicle is reduced.
Based on the method in the foregoing embodiments, in other embodiments, another smart train linkage control system based on green wave signals is further provided, and the system includes:
the train driving estimation module is used for determining the arrival time of the train to the first intersection based on the preset departure time of the train and the required time for the train to travel to the first intersection;
the green wave information acquisition module is used for acquiring the starting time of the green wave coordination period of the first intersection;
and the departure time determining module is used for determining the departure time of the train based on the arrival time and the green wave coordination period starting time.
Wherein, the departure time determining module comprises:
a first difference determining unit, configured to obtain a first difference between the arrival time and the start time of the green wave coordination period, and determine whether the first difference belongs to a preset first threshold range;
a departure time determining unit, configured to determine the preset departure time as the formal departure time when it is determined that the first difference belongs to the first threshold range; when the first difference is judged not to belong to the first threshold range, determining the formal departure time based on the first difference;
the first intersection is a first green wave intersection where the train enters a green wave line in a preset driving route.
Alternatively, in some embodiments, the departure time determination module includes:
a preferred arrival time determining unit configured to determine a preferred arrival time period of the train line based on the green wave coordination cycle start time;
and the departure time determining unit is used for judging whether the arrival time belongs to a preferred arrival time interval or not, determining the preset departure time as the formal departure time when the arrival time is judged to belong to the preferred arrival time interval, and determining the formal departure time based on the arrival time and the preferred arrival time when the arrival time is judged not to belong to the preferred arrival time interval.
Further, in some embodiments, the train driving estimation module comprises:
a first information obtaining unit, configured to obtain road condition information of the first road segment, a distance between the train and the first intersection, and a preset vehicle speed of the train, where the road condition information includes: the density of the traffic flow;
and the driving time pre-estimating unit is used for estimating the required time for the train to drive to the first intersection based on the road condition information, the distance and the preset vehicle speed.
Further, in some embodiments, the green wave information acquisition module comprises:
a green wave information obtaining unit, configured to obtain green wave information of the first intersection, where the green wave information includes: a green wave timing scheme and an operating time period of the green wave timing scheme;
and the green wave coordination period starting time estimation unit is used for estimating the green wave coordination period starting time based on the green wave information.
Further, in some embodiments, the method further comprises:
a green wave information real-time monitoring module, configured to monitor a green wave timing scheme of the first intersection in real time, and when it is monitored that the first intersection switches the green wave timing scheme, send a first signal indicating that the start time of the green wave coordination cycle is re-determined (or estimated) to the green wave information acquisition module, where the first signal includes: a switched green wave timing scheme;
the green wave information acquisition module acquires a green wave coordination period starting moment based on the first signal.
Further, in some embodiments, the green wave information obtaining unit and/or the green wave information real-time monitoring unit obtains the green wave information through a roadside intelligent terminal (or a roadside unit).
It should be noted that, in this document, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising a … …" does not exclude the presence of another identical element in a process, method, article, or apparatus that comprises the element.
The above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit and scope of the present invention, and they should be construed as being included in the following claims and description.

Claims (10)

1. An intelligent train linkage control method based on green wave signals is characterized by comprising the following steps: determining the arrival time of the train to the first intersection based on the preset departure time of the train and the required time length of the train to the first intersection;
acquiring the starting moment of a green wave coordination period of the first intersection;
determining the formal departure time of the train based on the arrival time and the green wave coordination period starting time;
wherein the step of determining the formal departure time of the train based on the arrival time and the green wave coordination period starting time comprises:
acquiring a first difference value between the arrival time and the start time of the green wave coordination period, and judging whether the first difference value belongs to a preset first threshold range;
when the first difference value is judged to belong to the first threshold value range, determining the preset departure time as the formal departure time; when the first difference is judged not to belong to the first threshold range, determining the formal departure time based on the first difference;
or, the step of determining the formal departure time of the train based on the arrival time and the green wave coordination period starting time includes:
determining a preferred arrival time period of the train based on the green wave coordination cycle starting time;
judging whether the arrival time belongs to a preferred arrival time period or not, determining the preset departure time as the formal departure time when the arrival time is judged to belong to the preferred arrival time period, and determining the formal departure time based on the arrival time and the preferred arrival time period when the arrival time is judged not to belong to the preferred arrival time period;
the first intersection is a first green wave intersection where the train enters a green wave line in a preset driving route.
2. The method of claim 1, wherein the step of obtaining a desired length of time for the train to travel to the first intersection comprises:
acquiring road condition information of a first road section, a distance between the train and the first intersection and a preset speed of the train, wherein the road condition information comprises: the density of the traffic flow;
estimating the required time for the train to travel to the first intersection based on the road condition information, the distance and the preset vehicle speed;
the first road section is a road section where the train runs to the first intersection along the preset running route.
3. The method of claim 1, wherein the step of obtaining a green wave coordination cycle start time for the first intersection comprises:
obtaining green wave information of the first intersection, wherein the green wave information comprises: a green wave timing scheme and an operating time period of the green wave timing scheme;
and estimating the starting moment of the green wave coordination period based on the green wave information.
4. The method of claim 3, further comprising the step of:
and monitoring a green wave timing scheme of the first intersection in real time, and when the situation that the first intersection is switched to the green wave timing scheme is monitored, determining the formal departure time of the train on the basis of the monitored green wave timing scheme.
5. The method according to claim 3 or 4, wherein the green wave information is obtained by a roadside intelligent terminal.
6. An wisdom train coordinated control system based on green ripples signal, its characterized in that, the system includes: the train driving estimation module is used for determining the arrival time of the train to the first intersection based on the preset departure time of the train and the required time of the train to the first intersection;
the green wave information acquisition module is used for acquiring the starting moment of the green wave coordination cycle of the first intersection;
the departure time determining module is used for determining the departure time of the train based on the arrival time and the green wave coordination period starting time;
wherein, the departure time determining module comprises:
a first difference determining unit, configured to obtain a first difference between the arrival time and the start time of the green wave coordination period, and determine whether the first difference belongs to a preset first threshold range;
the departure time determining unit is used for determining the preset departure time as a formal departure time when the first difference is judged to belong to the first threshold range; when the first difference is judged not to belong to the first threshold range, determining the formal departure time based on the first difference;
or, the departure time determining module includes:
a preferred arrival time determination unit configured to determine a preferred arrival time period of the train line based on the green wave coordination cycle start time;
a departure time determining unit, configured to determine whether the arrival time belongs to a preferred arrival time period, determine the preset departure time as a formal departure time when it is determined that the arrival time belongs to the preferred arrival time period, and determine the formal departure time based on the arrival time and the preferred arrival time period when it is determined that the arrival time does not belong to the preferred arrival time period;
the first intersection is a first green wave intersection where the train enters a green wave line in a preset driving route.
7. The system of claim 6, wherein the train travel estimation module comprises:
the first information acquisition unit is used for acquiring road condition information of a first road section, the distance between the train and the first intersection and the preset speed of the train, wherein the road condition information comprises: the density of the traffic flow; the driving time estimation unit is used for estimating the required time for the train to drive to the first intersection based on the road condition information, the distance and the preset vehicle speed;
the first road section is a road section where the train runs to the first intersection along the preset running route.
8. The system of claim 6, wherein the green wave information acquisition module comprises:
a green wave information obtaining unit, configured to obtain green wave information of the first intersection, where the green wave information includes: a green wave timing scheme and an operating time period of the green wave timing scheme;
and the green wave coordination period starting time estimation unit is used for estimating the green wave coordination period starting time based on the green wave information.
9. The system of claim 8, further comprising:
a green wave information real-time monitoring module, configured to monitor a green wave timing scheme of the first intersection in real time, and when it is monitored that the first intersection switches the green wave timing scheme, send a first signal indicating that the start time of the green wave coordination cycle is to be estimated again to the green wave information acquisition module, where the first signal includes: a switched green wave timing scheme;
the green wave information acquisition module acquires a green wave coordination period starting moment based on the first signal.
10. The system according to claim 9, wherein the green wave information acquisition unit and/or the green wave information real-time monitoring module acquires the green wave information through a roadside intelligent terminal.
CN202210472427.6A 2022-04-15 2022-04-29 Smart train linkage control method and system based on green wave signals Active CN114842646B (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN202210399430X 2022-04-15
CN202210399430 2022-04-15

Publications (2)

Publication Number Publication Date
CN114842646A CN114842646A (en) 2022-08-02
CN114842646B true CN114842646B (en) 2023-02-28

Family

ID=82567394

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202210472427.6A Active CN114842646B (en) 2022-04-15 2022-04-29 Smart train linkage control method and system based on green wave signals

Country Status (1)

Country Link
CN (1) CN114842646B (en)

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102568197A (en) * 2012-02-06 2012-07-11 东南大学 Method for setting bidirectional green wave signals for bus trunk line
CN103021194A (en) * 2012-12-27 2013-04-03 东南大学 Method for setting inter-station unidirectional sectioned green wave signals for long-spacing buses
CN103198673A (en) * 2013-03-08 2013-07-10 东南大学 Bus green wave arrangement control system for controlling station stop and road section driving
CN104332061A (en) * 2014-10-21 2015-02-04 东南大学 Green wave setting method for realizing streetcar interstation green-wave passage
CN107730922A (en) * 2017-09-11 2018-02-23 北方工业大学 Unidirectional trunk line green wave coordination control self-adaptive adjustment method
CN109993985A (en) * 2017-12-29 2019-07-09 奥迪股份公司 Green wave band running condition control method, the vehicles and the storage medium of the vehicles

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108230702A (en) * 2016-12-13 2018-06-29 上海宝康电子控制工程有限公司 Online tramcar preference strategy control system and its method
CN110796877B (en) * 2019-05-14 2022-11-15 广州学塾加软件科技有限公司 Traffic signal control and bus dispatching cooperative control method facing one-way bus line
CN111161560B (en) * 2019-12-27 2021-05-11 青岛海信网络科技股份有限公司 Bus corridor operation order management method and device
CN113034937B (en) * 2021-03-02 2022-10-14 武汉理工大学 Urban arterial road segmented green wave coordination control method, device and system
CN113299081B (en) * 2021-04-30 2022-06-07 东南大学 Green wave cooperative control optimization method for social vehicles and tramcars

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102568197A (en) * 2012-02-06 2012-07-11 东南大学 Method for setting bidirectional green wave signals for bus trunk line
CN103021194A (en) * 2012-12-27 2013-04-03 东南大学 Method for setting inter-station unidirectional sectioned green wave signals for long-spacing buses
CN103198673A (en) * 2013-03-08 2013-07-10 东南大学 Bus green wave arrangement control system for controlling station stop and road section driving
CN104332061A (en) * 2014-10-21 2015-02-04 东南大学 Green wave setting method for realizing streetcar interstation green-wave passage
CN107730922A (en) * 2017-09-11 2018-02-23 北方工业大学 Unidirectional trunk line green wave coordination control self-adaptive adjustment method
CN109993985A (en) * 2017-12-29 2019-07-09 奥迪股份公司 Green wave band running condition control method, the vehicles and the storage medium of the vehicles

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
考虑运行图约束的有轨电车干线信号协调优化模型;周洋帆;《交通运输系统工程与信息》;20180621;全文 *

Also Published As

Publication number Publication date
CN114842646A (en) 2022-08-02

Similar Documents

Publication Publication Date Title
US9761136B2 (en) Methods and software for managing vehicle priority in a self-organizing traffic control system
CN106960583B (en) Tramcar intersection signal priority control system
US8855900B2 (en) System and method for self-optimizing traffic flow using shared vehicle information
CN108898824A (en) A kind of intersection bus signal priority control system and control method based on C-V2X
CN107045783B (en) Road network accurate driving operation method and system based on appointed travel
KR101243862B1 (en) Bus signal priority system using utis communication network
US8423279B2 (en) Drive assist apparatus, method, and recording medium
KR101210875B1 (en) Real-time transportation network topology control-combined traffic flow control and dynamic route guidance system using in-vehicle navigator with bidirectional communication and method thereof
EP4174816A1 (en) Implementation method and system for road traffic reservation passage, and electronic device
JP6183864B2 (en) Method and system for adapting vehicle traffic flow
Kamal et al. Intersection vehicle cooperative eco-driving in the context of partially connected vehicle environment
US20080012726A1 (en) Traffic management device and system
Vreeswijk et al. Energy efficient traffic management and control-the eCoMove approach and expected benefits
CN108682168B (en) Vehicle speed guiding system and method for reducing stopping at signalized intersection
CN100447335C (en) 'One-road one-line straight movement type' public transport system station and crossing collaborative design and controlling method
CN106710256B (en) The passive mode of priority of tramcar signal under a kind of proprietary right of way
US10896603B2 (en) System and method for reducing delays in road traffic
CN113411375B (en) Information processing method, apparatus, and computer storage medium
CN108010356B (en) Method for coordinating vehicle driving, vehicle driving coordination device and vehicle thereof
CN111758124A (en) Traffic signal control device, traffic signal control method, and computer program
CN108364486B (en) Multi-scene vehicle priority self-adaptive traffic signal control system and working method thereof
CN108022435A (en) A kind of traffic control method and system
KR20180050973A (en) Apparatus and method for controlling signal of intersections
Hounsell et al. AVL based bus priority at traffic signals: a review and case study of architectures
Ji et al. Coordinated optimization of tram trajectories with arterial signal timing resynchronization

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant